Gas-engine



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No. 325,378. Patented Sept. 1, 1885.

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GAS ENGINE.

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GAS ENGINE.

No. 325,378. Patented Sept. 1, 1885.

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(No Model.) 6 Sheets-Sheet 4. 0. W. BALDWIN.

GAS ENGINE.

No. 325,378. PatentedSept. 1, 1885.

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GAS ENGINE.

No. 325.378. Patented Sept. 1, 1885.

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6 Sheets-Sheet 6.

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G. W. BALDWIN.

GAS ENGINE.

No. 325,378. Patented Sepg 1. 1885.

UNITED STATES PATENT @FFICEox CYRUS WV. BALDl/VIN, OF YONKERS, NE? YORK, ASSIGNOR TO XVILLIAM E. HALE, OF CHICAGO, ILLINOIS.

GAS-ENGINE.

SPECIFICATION -crining part of Letters Patent No. 325,378, dated September 1, 1885.

(No model.)

To aZZ whom it may concern:

Be it known that I, CYRUS IV. BALDWIN, a citizen of the United States, and a resident of Yonkers, in the county of WVestchester and State of New York, haveinvented certain new and useful Improvements in Gas- Engines, of which the following is a specification.

My invention relates to that class of engines in which a piston within a power-cylinder is m propelled by the explosive combustion of a gas and air mixture; and my invention consists in combining with said power piston and cylinder certain devices, fully set forth hereinafter, whereby the full explosive effect of the mixture under varying speeds is secured without waste of gas, and whereby the travel of flame back to the storage-reservoir is prevented, and whereby the general efficiency of the engine is increased.

In the drawings which form a part of this specification, Figure 1 is a side elevation. of a gas-engine illustrating my invention. Fig. 2 is an enlarged longitudinal section showing the powercylinder, storage-reservoir, ports,

2 5 valves, and ignitor. Fig. 3' is a transverse section on the line 1 2, Fig. 1. Fig. 4 is a part transverse section 011 the line 3 4, Fig. 1. Fig.

. 5 is a rear end view in part section. Fig. 6

is a sectional view of a detachable block for fitting in the power-cylinder. Fig. 7 is a face view of a deflectouplate. Fig. Sis a side elevation illustrating a modified means of controlling the inlet-valve. Fig. 9 is a part plan view of the same. Fig. 10 is a view showing a modified form of deflector.

In that class of gas-engines in which the exhaust is near the forward end of the working cylinder, and in which the new charge is admitted at a distance from the exhaust and at a time when the latter is open, there is apt to be a great waste of gas and a corresponding increase in the expense of running the engine, resulting from the direct flow of the entering charge of mixture from the inlet-port to the 5 exhaust, so that a portion of the charge will escape through the exhaust before the gases therein are burned.

I have found that the defect above referred to may be overcome by causing the inflowing gases to be projected against a deflecting surface or surfaces, which will prevent them from flowing directly toward the exhaust, but will distribute them radially, or produce eddies or cross-currents, tending to maintain them at the end of the cylinder opposite the exhaust, so that only the spent gases escape through the latter when the port is opened.

Different means for deflecting the inflowing gases may be employed, the deflecting surface or surfaces being arranged in different positions, according to the position of the inlet port or ports. It is essential, however, in all cases that the deflector be of such construction and arrangement that the gases will strike the same at or after their admission, and their direct flow to the exhaust port be thereby interrupted and prevented, so as to retain the said gases temporarily at one end of the cylinder. As one means of securing this result, I have shown within a power-cylinder, A, a deflector, a, consisting of a flat plate or disk, perforate or imperforatc, preferably conforming in its general outline with that of the inlet-port 00, which is at the rear end of the cylinder-that is, if the inlet-port is circular, the deflector a is preferably circular, and if the inlet-port is oblong or oval the deflector is of a corresponding shape, thereby insuring an equal deflection of the gases on all sides. The deflector-plate is arranged at a sufficient distance beyond the inlet-port to permit a substantially free flow of the mixture, so that there can be no drawing of the latter or throttling of the port, and is of such a size as to present an extended surface against which the mixture is projected without unduly contracting the passage between the edge of the plate and the inner side of the cylinder. The deflector-plate is supported in its, position in any suitable manner. As shown, itis provided with holesco, Fig. 5, for the reception of screwbolts b b, suitably supported, and provided with nuts d, by means of which the deflector-plate is adjusted and secured in place.

In the engine shown in the drawings in connection with the said plate the cylinder A is provided with the usual piston, B, and is closed at the opposite ends, and has exhaust-ports y,

which are uncovered as the piston approaches t e, fo ward end of the cylinder, and are opened either by the piston as it uncovers them or by a valve in the exhaust-pipe operated in any suitable manner.

In the construction shown the piston opens and closes the ports, and is provided with a guard,f, which covers the ports after the piston passes the same duri ng its back ward movement, and which, when the piston is forward, extends into a suitable casing. g, supported by the forward head of the cylinder, as set forth in the Letters Patent granted to me November 6, 188;), No. 257.897, whereby the piston and forward end of the cylinder are made to serve as a pump to store a certain amount of mixture in a reservoir in a particular manner, which will be hereinafter fully set forth. The explosion takes place when the piston is at or near the limit of its rearward motion,

and the piston moves forward under the expansion of the gases and across the escapeports, which are then. opened, permitting a reater portion of the waste gases to pass to the exhaust. The new charge is admitted while the exhaust is open, the admission at this time being made with the view partly of facilitating the expulsion of the waste gases and partly of reducing the power required to inject the new charge; but instead of flowing directly toward the exhaust, as heretofore, the mixture flowing in under pressure strikes and is deflected by the plate a, and is thrown outward toward the sides of the powercylinder, and while entering freely and rapidly is retained to a certain extent at the rear of the deflector, so that only the waste gases escape through the port. By this means not, only is the escape of any portion of the new charge prevented, but eddies or circular or cross currents are produced, with the effect of securing a more intimate admixture of the air and the gas in the mixture than would otherwise be effected, and with the further effect of bringing all portions of the said mixture in contact with the heated surfaces of the deilector and the sides and head of the cylinder, so that the gases become thoroughly combined in a homogeneous mixture and are highly heated before their explosiona result which is not apt to ensue when the new charge is shot forward through the body of spent gases to the exhaust without material contact with the heated metal.

The deflector may consist, in whole or in part,of an annular face upon the cylinderas, forinstance, a portion of the end of the cylinder left exposed by the application of a 0011- cave cap or head, A, Fig. 10, forming an annular deflector face, a, against which the gases are projected from perforations or inlet-ports m, in a projection, 71., at the center of the head of the cylinder.

A construction which I have found to be effective, both for supporting the deflector and for facilitating the construction of the inletchannels, is shown in the drawings, Figs. .1, 2, and 6, and consists in the use of a block, (3, having a concave inner face, a central port, 41', and a groove, 'i, extending radially to one edge, so as to form with the cap A, when the block is inserted in the cylinder, a channel through which the mixture can flow from the port to communicating with the reservoir to the port 00. This construction,which permits the easy removal of the block C, after unscrewing the head A, affords ready access to the channels and ports when the head is removed. The use of the said block further facilitates the connection of the deflector in proper position, as the screw-bolts b may be inserted in suitable openings, 7, in the block, so that the latter will support the deflector,and both may be readilywithdrawn together from the cylinder. lVhen an electrical ignitor is employed,the plug j,which supports the electrodes, extends through an opening in the head A into the groove or channel '5, so that the igniting-spark is made in the channel at a point where the gases of the new charge will not be mixed with any portion of the spent gases, whereby the certain ignition of the charge is insured.

In the construction of engine illustrated in the drawings the charge-reservoir consists of a chamber, X, contained in three different receptacles-that is, in a hollow casing, Aiforming part ofthe main cylinder,in acasing,H,and in a tube, H,connecting the casing ll with the casing A. Theair and gas are drawn into the reservoir through a pipe, S,which may be pro vided with a check-valve (not shown) closing against back-pressure, or otherwise, as the piston moves backward in the direction of the arrow, and are forced from the cylinder A through a channel, 8, and compressed in the reservoir on the forward motion of the piston, and the mixture flows from the reservoir through a port, at, covered by a check-valve, I, when the pressure in the power-cylinder is reduced upon the opening of the exhaust-port, the check-valve I lilting automatically when ever the pressure within the power cylinder is less than that within the reservoir X. The stem L of the valve I extends downward through a packed opening, and is encircled by a spring, L, in a tubular case, q, and confined between a nut, 91, upon the stem and a suitable bearing, whereby such a tension may be imparted to the spring as to permit the lifting of the valve I at the moment when the relative pressures in the reservoir and power-cylinder are such as to insure the proper delivery of the charge.

WVhere the engine is to be run at a uniform rate of speed, and a uniform power is desired, it is only necessary to properly adjust the parts to permit a uniform lifting of the valve; but I have found that where the speed or power of the engine requires to be varied a most important economic effect results from correspondingly varying the lift of the valve, be-

ICC

rectly from the supply-pipes into the powercylinder,which does not afford time for such a thorough mixture of gases as I have found to be desirable. I therefore, in the engine now being described,introduce the air and gas into a reservoir and regulate or control their admission into the power-cylinder by controlling the valve bet-ween the reservoir and powercylinder. Thus I reduce or increase the extent to which the valve I is lifted, or the time for which it is opened,whereby the amount of mixture transferred to the power-cylinder is regulated and the charge is proportioned to the work to be don thereby saving a large amount of mixture, which is invariably wasted when a uniform charge is taken into the cylinder at each stroke regardless of the work to be performed.

As it would require continual attention upon the part of the attendant to vary the lift of the valve byhand, I so connect automatic adj usting mechanism with the governor that the latter will regulate the lift of the valve and the amount of mixture transferred from the reservoir to the power-cylinder and the speed of the engine. Thus, if the speed of the engine is reduced in consequence of additional work being thrown upon the engine, the parts are adjusted so that the valve I will lift to a greater extent or for a longer time and insure the supply of a larger charge and a correspondingly increased explosive effect.

It will be apparent that n any different modes of regulating the flow of the charge between the chamber or reservoir and cylinder in accordance with the work to be done may be employed. In the drawings I have illustrated one means of effecting the result by varying the lift of the valve I by interposing awedge, F, between the upper end of the spring L and an inclined bearing-face, 8, and in connecting the said wedge with the governor in such manner that it will be drawn out in the direction of thearrow, Fig. 2, to permit an increased lift of the valve in proportion as the speed of the governor decreases. In the construction shown the governor K is inclosed within the hollow bed or foundation J of the engine, the movable sleeve of the governor being connected to a rod, L, Figs. 4 and 5, havingan annular groove receiving a stud upon the forked end of an arm, H, secured to a shaft, N, turning in brackets P 1?, extending from the cylinder or bed, and an arm, Q, at the end of the shaft N, being con nected by a rod, a, with the wedge F, which will be moved back and forth between the inclined face 3 and the spring L as the rod L moves in and out under the varying action of the governor. The governor may be the means also of positively regulating the inflow of the gas and the air. Different constructions may be employed to effect this result, that which I have shown in the drawings, and which is mainly illustrated in Fig. 3, having proved very effective. In this construct-ion the gas and air are supplied to a casing, R, through an air pipe or inlet, 19, communicating with the end of the casing, and a gas-pipe, q, communicating with a peripheral annular passage, 1', within the casing, and the reservoir X, communicating with the casing through the pipe S and port t, all arranged as shown in Fig. 3. Vithin the casing slides the valve T, which is a hollow cylinder closed at one end and provided with a perforation or port, a, and with a series of perforations or ports, 12, arranged diagonally, as shown, and in such relation to the port a that when the latter corresponds with the porttall of the ports twill correspond with the passage 1''. This is the position to which the valve is adjusted when a full supply of gas and air is required. When the speed of the engine increases, and it is neces sary to reduce the charge, the port a is carried across the port if, and the ports 2) are carried from the passage 0', so that the supply both of air and gas to the reservoir is cut off. The area of the port a should be larger than the combined areas of the ports '2; just in proportion as the amount of air to be supplied is to be larger than that of the gas, and the arrangement and proportions of the ports and passages should be such that the same proportions of air and gas are preserved, whatever may be the quantity or volume of the mixture which is allowed to flow to the reservoir. In the construction shown the valve T derives its movements from the operation of the rockshaft N, which is provided with an arm, U, connected to the valve, so that the extent to which the valve T is adjusted will also correspond to the extent to which the lift of the valve I is permitted. By this means I regulate not only the charge which is allowed to pass from the reservoirintothepower-cylinder, but also the volume of mixture admitted to the reservoir, while at all times preserving the relative proportions of air and gas, so that the most effective mixture is always exploded within the cylinder, whatever may be the volume of the mixture, the speed of the engine, or the work which it is performing.

Although I have represented and described the means of controlling the charge passing from the reservoir, and the means of controlling the volume of gases admitted to the reservoir, as applied to the same powercylinder, it is evident that either of said means may be employed separately from the other if deemed expedient.

It is common in gas-engines to interpose ICO between the power-cylinder and the reservoir layers of wire-gauze or other material with the view of preventing the back passage of flame to the reservoir. This is not always effective, and interferes with the free flow of the charge to the power-cylinder. I have discovered that by admitting a small volume of fresh air into the passage through which the charge must flow from the reservoir to the power-cylinder in such manner that the freshair charge shall travel ahead of the gas-charge the passage of flame backward to the said gascharge is not only effectually prevented, but the passage is kept clear of spent gases, so as to prevent the new charge from being diluted by such gases, especially in proximity to the ignitor, thereby insuring certainty in the explosions, while if there should be any burning gases in the passages w i the fresh air will extinguish the same before the explosive mixture is brought in contact therewith.

One mode of securing the introduction of the layer, volume, orbody of fresh air is illustrated in Fig. 2, in which is shown a casing, V, provided with an inlet-valve, 3, and communicating through a tube, 14, with the gaspassage at the end of the reservoir, just below the va've I. The stem of the valve 3 is provided witha nut, 5, and spring 4, whereby a spring-pressure may be applied to the valve, which pressure is so regulated as to permit the valve to lift easily when the piston B moves back, creating apartial vacuum in the reservoir, when a current of air will flow into the passage or space below the valve 1, and when the valve lifts will be carried ahead of the charge through the channel 20 and port 00 with the results before described.

It will be apparent that the valve 3 may be lifted positively or automatically, as may also the valve I, with the same effect in either case, as before described, and in some instances the air may be injected into the channel through a port or opening, 6, above the valve I, by means of a pump, or in any suitable way.

In the modifications shown in Figs. 8 and 9 the spring L has a positive bearing at the top end againstastationary face, and the wedge F is split to permit the spring L to extend through it, and extends over an inclined face, 8, of a block supported by a casing, 8, surrounding the spring and carried by the valvespindle. The wedge is controlled from the governor by means of levers Q Q and connecting-rods (1 cl, and by its position regulates the extent of the lift of the valve I.

Although I have described certain features of my invention in connection with the engine illustrated, in which the new charge is introduced from a chamberin which it is contained under pressure, I do not confine myself to this method, as in carrying out some features of my invention the charge may be forced directly into the power-cylinder by the act-ion of a pump or measuring and injecting apparatus, as described in Letters Patent heretofore granted to me for gas-engines.

I do not limit myself to the form of governor or valve'controlling devices shown and de scribed, as many different means may be employed for automatically regulating the flow of the charge from the reservoir or other eham her to the power-cylinder according to the work to be done.

It will be evident that a pump separate from the power-cylinder may be used for forcing the gases under pressure into the charge or storage reservoir.

I have illustrated in Fig. 1 an electric generator and means of driving the same and of completing the circuit at intervals to create a spark within the power-cylinder; but I do not here more particularly describe the same, as it forms of itself no part of the invention herein claimed.

I do not here claim the arrangement of the governor within the bed, nor the arrangement 'of the reservoir shown, nor the regulatingvalve T, as the same constitute the subjects of a separate application for Letters Patent.

\Vithout limiting myself to the precise con struction and arrangement of parts shown and described, I claim 1. The combination, substantially as hereinbefore set forth, of the power-cylinder of a gas engine provided with an inlet-port, and with an exhaust-port at a distance from the inlet-port, a power-piston which passes across the exhaustport on its forward movement from the inlet-port, and a deflector arranged in the vicinity of the inlet-port to prevent the direct passage of the charge from the inlet to the exhaust port, substantially as set forth.

2. The combination of a cylinder provided with inlet and outlet ports near its opposite ends, with an intermediate deflector arranged to be struck by the infiowing gases to prevent the direct passage thereof to the outlet-port, substantially as described.

3. The combination, with the power-cylinder having the exhaust-port near one end, of a deflector arranged near the opposite end to prevent the forward flow of the new charge directly to the exhaust, substantially as described.

t. The combination of a cylinder having an outlet-port at one end and an inlet-port at the opposite end, and a deflector arranged in front of the inlet-port, substantially as set forth.

5. The combination, with the power-cylinder having an inlet-port, of a deflector corresponding in outline with the outline of said port, substantially as set forth.

6. The combination of a cylinder having inlet and outlet ports, a reservoir or chamber, and means for supplying the same with mixed gases under pressure, and a deflector arranged within the cylinder in position to be struck by the intlowiug gases on their passage to the exhaust, substantially as set forth.

7. The combination of the cylinder having a power-piston and an exhaust-port near the forward end and an inlet-port near the opposite end, of a plate arranged adjacent to said inlet-port and supported adj ustably in its position, substantially as described.

8. The combination, with the power cylinder and piston, and with the exhaust and inlet ports near opposite ends of the cylinder, of a deflector, and an igniting device arranged at the rear of the deflector, substantially as described.

9. The combination, with the cylinder andhead of a gas-engine, of a detachable block fitting within the cylinder and provided with a port and passage, substantially as described.

10. The combination,with the cylinder provided with inlet and exhaust ports adjacent to opposite ends, and with a power-piston, of a.

block inserted detachably in the end of the cylinder and provided with a port and channel, and adeflector carried by said block, substantially as described.

11. The combination of a power cylinder and piston, an inlet-port, a chamber or reservoir for the explosive mixture, a valve controlling the inlet-port and the flow of the mixture into the said cylinder, and a governor and connections whereby the movements of the said valve and the quantity of mixture admitted to the cylinder are varied by the governor, substantially as set forth.

12. The combination,with the power cylinder and piston, of a charge reservoir or chamber, a channel,and automatic valve operated by the fluid between the reservoir and cylinder, and a governor connected to vary the action of said valve, substantially as set forth.

13. The combination of apower piston andcylinder, a charge reservoir or chamber, and an automatic valve controlling the inlet-port and the flow of the mixture to the cylinder, and automatic controlling devices, substantially as described, whereby the movements of the valve are regulated to proportion the charge admitted to the powencylinder to the work to be done, substantially as described.

14. The combination, witha valve operated by the fluid in a passage through which the mixture flows under pressure to the powercylinder,of controlling devices automatically regulating the extent of opening the valve,or period of time it remains open, according to the work to be done, substantially as described.

15. The eombination,with the power-cylinder, its piston, and means of igniting the charge in said cylinder, of a valve controlling the inflow of the charge to the power-cylinder, and governor to automatically vary the lift of the valve, substantially as set forth.

16. The combination of the power-cylinder,

means of igniting the charge therein, reservoir containinga mixture ofgas and air,connect 1ngpassage, valve operated by the fluid provided with a stem and spring, governor, and wedge controlled by the governor, substantially as specified. u

17. The combination,with the lSe1VO1l, Of a valve-casing provided with air and gas 111 let ports of areas proportioned to the desired relative proportions of air and gas, and a valve constructedto open and close both ports simultaneously to regulate the volume of the gases without altering the proportions, substantially as specified.

18. The eombinatiomwith the reservoir and the power-eylinder, of a valve-casing and a valve controlled by a governor and controlling the flow of the mixture to the engine, the valve and easing having air and gas inlet ports proportioned to admit the gas and air in proper relative quantities, whatever may be the degree to which the ports are opened, substantially as set forth. v

19. The combination,with the power-cylinder and reservoir, of a valve-easing, and valve constructed to regulate the volume without altering the relative proportions of the gases, a valve in the passage between the reservolr I and cylinder, and a governor, and connections between the governor and both valves, whereby the volume of mixed gases admitted to the reservoir and that of the mixture discharged into the cylinder is regulated by the governor, substantially as set forth.

20. The combination,with the reservo1r and 95 the power-cylinder, ofa valve-casing provided with ports 1) r t, and a valve having ports 1) u of different areas constructed and arranged to maintain the relative areas of the gas and air ports, whatever may be the extent to which 00 the valve is opened, substantially as described.

21. The combination,with the pump, powercylinder, inlet-port, and valve closing said port, of an air-inlet and valve arranged to permit the air to pass inward beneath sa d 05 valve when the pressure in the reservoir is reduced, substantially as described.

22. The combination of the power-cylinder, reservoir, communicating passage, valve 111 said communicating passage, and air-port and I 0 air-valve communicating with said passage adjacent to the valve in the same, substan-. tially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two sub- I 5 scribing witnesses.

CYRUS XV. BALDXVIN.

Vitnesses:

E. It. KEY M. S. KEYIJs. 

